Locomotive-cylinder.



G. J. MELLIN. LOCOMOTIVE CYLINDER.

APPLICATION FILED DEC. 6, 1906.

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WITNESSES No. 852,446. PATENTED MAY 7, 1907. G. J. MELLIN.

LOGOMOTIVE CYLINDER.

APPLICATION FILED DEG. 5, 1906.

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No. 852,446 PATENTBD MAY 7, 1907. 0. J. MBLLINJ LOGOMOTIVE CYLINDER. APPLIOATFON FILED DEC. 5, 1906.

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CARL J. MELLIN, OF SCI-IENEOTADY, NEW YORK.

LOOOIVlOTlVE-CYLINDER.

Specification of Letters Patent.

Patented May '7, 1907.

Application filed December 5, 1906. Serial No. 846,443.

To aZZ whom it may concern.-

Be it known that I, CARL J. MELLIN, of

Schenectady, in the county of Schenectady and State of New York, have invented a certain new and useful Improvement in Locomotive-Cylinders, of which improvement the following is a specification.

My invention relates to cylinders of the half saddle type for compound locomotives, and more particularly to the high pressure cylinders of articulated compound locomotives, having a pair of high pressure cylinders fixed upon a rear frame, and a pair of low pressure cylinders carried by a front frame pivotally connected thereto, an instance of which is exemplified in a separate application filed by me of even date herewith, Ser. No.

The object of my invention is to provide a pair of half saddle locomotive cylinders of such construction as to enable an integral receiver passage to be located in the longitudinal central plane of the locomotive, and an intercepting valve chest to be placed in proper relation to the receiver pipe, or to the high and low pressurecylinders, if the locomotive be of the cross compound type, particularly when designed for use on railroads of narrow gage.

The improvement claimed is hereinafter fully set forth.

In the accompanying drawings: Figure 1 is a front view, in elevation, of a pair of locomotive cylinders illustrating an embodiment of my invention Fig. 2, a vertical transverse section through the same, on the line ca of Fig. 3 Fig. 3, a horizontal section on the line bi) of Fig. 2; Fig. at, a vertical longitudinal section on the line cc of Fig. 1; and, Fig. 5, a similar section on the line (id of Fig. 2.

In the practice of my invention, I )rovide two cylinders, 12, of the half sadd e type, that is to say, each having a saddle section, 12, cast integral with it, the two saddle sections being connected by bolts passing through vertical webs, 12 on their adjacent sides, as in ordinary practice.

rests upon, and is firmly bolted to .it, is formed upon or secured to the upper portions of the saddle sections, 12, the boiler seat being, in this instance, shown as a separate casting, which is bolted to the tops of the saddle sections. It will, however, be obvious to those familiar with locomotive construction, that if preferred, the boiler seat may be made A boiler seat, 12, curved to the radius of the boiler, which.

in two parts, each integral \vith'one of the saddle sect-ions, the adjacent faces of the boiler seat parts similarly abutting in a vertical plane, the use of a boiler seat separate from the saddle sections, as shown, being optioual, and being determined by considerations of convenience of construction. The saddle sections are bolted, in the usual manner, to the side rails of the locomotive frame, 8, and, so far as the above stated general characteristics are concerned, the construction is substantially similar to those of present standard practice.

My invention is herein exemplified as ap plied in connection with a pair of high pressure cylinders, 12, of an articulated compound locomotive, having, as in the usual ractice of that type of locomotive, a pair of ow pressure cylinders carried on aforward frame, pivotally connected to a rear frame, 8, to which the saddle sections, 12, and high pressure cylinders, 12, are attached. As such combination and relation of high and low pressure cylinders are familiar to locomotive constructors, and as the forward low pressure cylinders do not, in and of themselves, form part of my present invention, they are not herein shown and need not be in detail considered.

In locomotives of the articulated type, having high and low pressure cylinders relatively disposed as above stated, the exhaust steam is passed from the high pressure cylinders into a receiver, and thence into the low pressure cylinders, from which it is finally exhausted to the atmosphere, the receiver being, most conveniently, in the form of an articulated pipe leading from the high pressure to the low pressure cylinders. It is manifestly desirable that the receiver should, if possible, be located in the longitudinal ce11- tral plane of the locomotive, and, owing to its comparatively large diameter, such location is not practicable with saddle sections which abut in said plane as in ordinary practice.

In order to enable the receiver to be centrally located, one of the saddle sections is, under my invention, made of greater width than the other, the distance betweenthe vertical central plane of its cylinder and its inner abutting face being greater ,than the distance between said central plane and the. vertical central plane of the locomotive, and the other saddle section is made of correspondingly less width. A receiver pipe, 16, is cast integral with the wider section, which is,in

this case, the section on the left hand side of the locomotive, the axial plane of the receiver pipe coinciding with the longitudinal central plane of the locomotive, and the saddle sections abutting in a plane exterior to, and parallel with said central plane, as clearly shown in Fig. 1. The receiver, 16 is connected to the forward end of the receiver pipe, a flexible joint of suitable construction, which does not form part of my present invention, being interposed to admit of relative movement while maintaining a steam tight oint.

A distribution valve chest, 12*, adapted, in this case, to receive a distribution valve of the piston type, is formed upon the upper side of each of the cylinders, 12 steam from the boiler being admitted to the distribution valve chests through pipes leading to passages or nozzles, 13, formed centrally in the tops of the chests. Steam from the distribution valve chests is admitted to and ex hausted from the opposite ends of the cylinders, through induction and eduction ports, 12 leading out of the ends of the distribution valve chests, and is exhausted from the cylinders through high pressure exhaust passages, 12 leading to an intercepting valve chest, 12, formed in the same saddle section, 12, as the receiver pipe, 16, and most conveniently located, as shown, in the upper portion of said saddle section. The high pressure exhaust passage, 12 of the wider saddle sec-- tion in which the intercepting valve chest is formed, leads directly to said valve chest, and the high pressure exhaust passage of the opposite narrower saddle section communicates with the intercepting valve chest through a transverse pipe, 12 which is connected to a pipe, 12 east integral with the wider saddle section and leading into the high pressure exhaust passage, 12*, of said saddle section. The receiver pipe, 16, communicates, at its upper end, with the intercepting valve chest, and said chest also communicates with a direct steam supply passage, 12, leading from the central steam space of the distribution valve chest, 12 and is provided with a lateral port, 12, for connection with an independent or direct high pressure exhaust pipe.

It will, of course, be understood, that in service, the cylinders are fitted with pistons and piston rods, distribution valves are fitted in the distribution valve chests, and an intercepting valve and a pressure reducing valve, of any suitable and preferred construction, are fitted to operate in the intercepting valve chest, and also that the cylinders and valve chests are closed by the ordinary heads. All these members being of well known standard forms, and not constituting part of my present invention, they are not herein shown or described.

In the application of my invention in a two cylinder cross compound locomotive, one of the cylinders, 12*, is used as a high pressure cylinder, and the other is made of larger di ameter and used as a low pressure cylinder. In locomotives of this type, the steam is exhausted directly from the single low pressure cylinder to the atmosphere, and no steam is carried from one pair of cylinders to another pair as in the application to a four cylinder articulated compound locomotive before described. The receiver pipe, 16, connected receiver 16*, and the transverse connecting pipe, 12 are therefore not required, and are not provided in the construction as applied in a two cylinder cross compound locomotive. In other particulars, such construction is in substantial accordance with that first described, the intercepting valve chest, 12, being similarly located in the wider saddle section, and being connected by passages similar to the passages, 12 with the high and the low pressure cylinders.

I claim as my invention and desire to secure by Letters Patent:

1. A locomotive cylinder saddle section having an integral cylinder on its outer side and which is of greater width between the vertical central plane of said cylinder and its inner vertical face than the distance between said vertical central plane and the vertical central plane of the locomotive for which it is designed, said saddle section having an integral receiver pipe located in a plane coinciding with the designed vertical central plane of the locomotive.

2. A locomotive cylinder saddle section having an integral cylinder on its outer side and which is of greater width between the vertical central plane of said cylinder and its inner vertical face than the distance between said vertical central plane and the vertical central plane of the locomotive for which it is designed, said saddle section having an integral receiver pipe located in a plane coinciding With the designed vertical central plane of the locomotive, and an integral intercepting valve chest communicating with the receiver pipe.

3. A locomotive cylinder saddle section having an integral cylinder on its outer side and which is of greater width between the vertical central plane of said cylinder and its inner vertical face than the distance between said vertical plane and the vertical central plane of-the locomotive, said saddle section having an integral intercepting valve chest communicating with the cylinder.

4. A locomotive cylinder saddle section having an integral cylinder on its outer side and which is of greater width between the vertical central plane of said cylinder and its inner vertical face than the distance between said vertical central plane and the vertical central plane of the locomotive for which it is designed, said saddle section having an inte gral receiver pipe located in a plane coinciding withv the designed vertical central plane of the locomotive, an integral intercepting valve chest communicating with the receiver pipe, and an integral pipe extending from the intercepting valve chest and adapted for connection to the cylinder of a companion saddle section.

5. The combination of two locomotive cylinder saddle sections, having each an integral cylinder on its outer side, and being of respec tively different widths between the vertical central planes of their cylinders and their inner vertical abutting faces, a boiler seat curved on the radius of a locomotive boiler and fixed on the tops of the saddle sections, and a receiver pipe integral with the wider saddle section and located in the vertical plane of the axis of curvature of the boiler seat.

6. The combination of two locomotive cylinder saddle sections, having each an integral cylinder on its outer side, and being of respectively different widths between the vertical central planes of their cylinders and their inner vertical abutting faces, a boiler seat curved on the radius of a locomotive boiler and fixed on the tops of the saddle sections, a receiver pipe integral. with the wider saddle section and located in the vertical plane of the axis curvature of the boiler seat, and an intercepting valve chest integral with the wider saddle section and communicating with the receiver pipe.

7. The combination of two locomotive cylinder saddle sections, having each an integral cylinder on its outer side, and being of respectively different widths between the vertical central planes of their cylinders and their inner vertical abutting faces, a boiler seat curved on the radius of a locomotive boiler and fixed on the tops of the saddle sections, a receiver pipe integral with the wider saddle section and located in the vertical plane of the axis of curvature of the boiler seat, and a receiver connected to the receiver pipe in line axially therewith.

CARL J. MELLIN.

Witnesses:

J. SNOWDEN BELL, .GEoRc-E H. SONNEBORN. 

